Internal combustion engine



Feb. 11, 1941. c. J. HUG 2,231,626

- INTERNAL COMBUSTION ENGINE Filed Jan. 14, 1959 I SSheets-Sheet l INVEN TOR CHRISTIAN J.HUG

ATTORNEY Feb. 11, 1941. c. J. HUG

INTERNAL COMBUSTION ENGINE Filed Jan. 14, 1939 3 Sheets-Sheet 2 7/ 4 O A 2 2 1 a w M N w 8. IO N O 9 2 6 8 4 7 .h 2 8 8 8 2 v 9 8 42 A 2 2/ a 6 W w 55 6 I 5 H 6 MM 8 O Q 9 4 M 3 3 .w 5 6 5 4 4 O s 6 6 Ma 5 5 2 4 5 4 9 7 m m N F 5% 6 -I/// 4 2 A B INVENTOR CHRISTIAN J. HUG

ATTORNEY Feb. 11, 1941.

C. J. HUG

INTERNAL COMBUSTION ENGINE Filed Jan. 14, 1959 3 Sheets-Sheet 3 ATTORNEY Patented Feb. 11, 1941 UNITED STATES PATENT OFFICE.

INTERNAL COMBUSTION ENGINE Christian J. Hug, Highland, 111.

Application January 14, 1939, ZSerial No. 250,862 8 Claims. (o1.-12s-;5o)

My invention relates to an internal combustionrality of units will usually be included in a single engine and more particularly to that type of engine which comprises a fixed cylinder cooperating with an oppositely reciprocating cylinder and .5 piston connected to'a double-throw crankshaft.

One object of my invention is to provide means for injecting liquid fuel through the head of the movable cylinder so that it will operate as a Diesel engine of the two-stroke cycle type.

10 Another object of my invention is to provide an injection pump in cooperation with the fuel nozzle, which pump is actuated by the movement "of the reciprocating cylinder with reference to a relatively fixed part of the engine; and further 15 'to provide manually-operated means for controlling and automatic means for limiting the action of the pump and the consequent speed of the engine.

Another object of my invention is to provide an improved form of pre-combustion chamber, thus insuring the quick starting of the engine.

A further object of my invention is to construct the movable cylinder or sleeve-with a completely closed end, the air inlet and exhaustports '25 being both positioned adjacent the opposite or open end of the sleeve and thus obviating the necessity of compression seals for the outside of the sleeve.

My invention also consists of various other novel features and details of construction, all of which are described in the following specification and pointed out in the claims.

In the accompanying drawings which illustrate one form of internal combustion engine made in 35 accordance with my invention Figure 1 is a vertical section, the piston and movable cylinder being shown at the outer limit of their strokes;

Figure 2 is a vertical section taken at right angles to Figure 1 and showing the piston and movable '40 cylinder at the inner end of their strokes; Figure 3 is an enlarged section through the fixed head and adjacent parts; Figure 4 is a a bottom plan view of some of the parts shown in Figure 3; Figure 5 is a section taken at right '45 angles to Figure '3; Figure 6 is an enlarged sectional detail view of the nozzle and pump; "Figure 7 is a section taken on the line I-I of Figure 6; Figure 8 is a horizontal section through the fixed and movable cylinders; and Figure 9 is 50 a section taken on the line 9-9 of Figure 5.

Referring first to Figures 1 and 2, the numeral I indicates the engine casing or housing. For convenience in illustration, this housing is shown .as enclosing a single power unit. It will :55 be understood, .however, that in practiceapluhousing. 'The housing is provided near its upperend with a fixed head II to which is at- "tached, by screws I2, the flange I3 of the stationary cylinder I4. Sliding within the cylinder 15 I4 is the -movab1e cylinder I5. Within the latter is-the piston I6. Cylinder I and piston I6 are connected to a double-throw crankshaft H by connecting rods I8 and I9, respectively. The crankshaft is preferably so proportioned that the throw of the piston will be about twice that of the cylinder. In Figure 1 I have shown the crank arms so arranged that the piston has an angular lead over the cylinder in which case the engine should run so as to turn the crankshaft in the direction indicated by the arrow. The crank arms may, however, be arranged at an angle of 180 degrees in which case the engine will run equally well in either direction.

The upper end of cylinder I5 is closed by a head which, for convenience of manufacture, is formed of two parts 20 and 2| secured together "by screws 22 (Figure 3). The space between the part 2| and the closed end of cylinder I5 forms an 'air compression chamber 24. Air enters this 25 chamber through a port 25 communicating with the air intake pipe 26 and is discharged through a port 21. The walls of cylinder I4 are supported by horizontal diaphragms 28, 29 and 30. The inner edges of these diaphragms are turned '30 over where "they contact with the cylinder and are curved adjacent such turn-ed over part as best shown in Figure 3. This imparts a certain resiliency to the diaphragm to compensate for expansionof the cylinder. Cylinder I5 is provided with an enlarged portion 3| which forms with the diaphragm 30, a second air compression chamber 32. The enlarged portion 3i may bear upon the walls of the engine housing or upon an auxiliary guide "33. Formed in cylinder I4 are one or more air inlet ports 34 and outlet ports 35 adapted to register with inlet and outlet ports 36 and 31, respectively, in cylinder I5 when the parts are in theposition shown in Figure 1. Compressed air from chamber 32 is admitted to the inlet ports through a-port'38 in diaphragm 3|] and "from chamber2'4 through port 21 and ports 39 in 'diaphragms '28 and 29. A flap valve 48 is positioned adjacent the inlet ports to prevent back .pressure. Airfrom ports 35 and 31 is discharged 50 through exhaustpipe 4|. To facilitate the cooling of cylinder I5, I provide its periphery with ,a number ,of annular fins I5 and form in the cylinder I4, openings I4 through which the said :fins are exposed to the surrounding atmosphere to dissipate the heat generated by combustion in said cylinder I5.

Formed in the part 28 of the cylinder head is the precombustion chamber 42 containing an ignition element 43 in the form of a coil. One end of this coil is connected to a spring finger 44 (Figure 3) adapted to engage with a contact 45 when the cylinder is at the upper end of its stroke. Current is supplied by a conductor 46. It will be understood that the other end of the coil is grounded on the machine. The contacts are preferably protected by a dome 41. The precombustion chamber communicates with the main combustion chamber 49 between the movable cylinder head and the piston by a central opening 50 and a plurality of tangential openings 5 I positioned around the central opening. The pre-combustion chamber is surrounded by anair cell 52 which communicates with the openings 5 I An injection nozzle 53 discharges fuel into the pre-combustion chamber. As shown in the'draw- .ings, this nozzle is of the well-known Bosch type and need not be described in detail. It will be understood, however, that other types of nozzles may be employed. The nozzle is carried in the lower end 54' of a plunger 54, which end is threaded or otherwise secured in the part 2| of the cylinder head. This plunger slides in a guide sleeve 55 carried by the head of cylinder I4. In order to provide a floating bearing permitting self alignment of the plunger, the sleeve is not directly mounted in the head but is carried by a flange member 56. Between this flange member and the head, a gasket 51 of rubber or other resilient material is interposed and the parts are secured together by bolts 58 passing through oversize openings in the flange member.

Secured in the upper end of plunger 54 is a reduced extension 59 having a central bore 68 at its lower end and a larger bore (at its upper end. Mounted in bore 60 is the inner or feed plunger 62 having an enlarged head '63 working in bore 6|. A coil spring 64 is positioned in bore 6I below head 63 to normally hold the inner plunger in raised position relative to the outer plunger and thus provide a fuel chamber 65 (Figure 6) below plunger 62. Adjacent this chamber, part 59 is provided with a pair of short bores 66 and 61. Bore 66 communicates at its upper end through a port 68 with the fuel inlet 69 and near its lower end with the fuel chamber 65 through port Hi. This bore also communicates with nozzle 53 through a fuel passage II. Bore 61 communicates with the interior of the nozzle by a by-pass T2. The bores 66 and 61 are connected by an annular groove I3. A spring-pressed ball valve 14 prevents back pressure from the nozzle forcing the fuel through port 68 and a similar ball valve 15 prevents pressure in chamber 65 from forcing fuel through the by-pass. A cup packing I6 prevents fuel from being forced around the plunger into bore 6 I.

It will be seen that when cylinder I5 moves downwardly it will carry with it both the outer and inner plungers. During this travel it is necessary to move the inner plunger downwardly with relation to the outer plunger in order to force fuel through the nozzle. To accomplish this, I secure to the extension 59 of the outer plunger, a bracket TI to which is pivoted at 18, an arm I9. The inner end of this arm bears on the end of the plunger head 63 and its outer end cooperates with a cam or eccentric 89. This cam is mounted on a stud 8| and its position is varied by crank arm 82 and throttle rod 83; Stud 8I is mounted in one end of a bell-crank lever 84 pivoted at 85 to a bracket 86 carried on sleeve 55. The other end of the-bell-crank lever engages a rod 8'I pivotally mounted on sleeve 55. The rod is surrounded at each side of the lever arm by a coil spring 88. The tension of these springs may be adjusted by a nut 89. Mounted on arm I9 is a resilient support 99 carrying an adjustable weight 9|. It is desirable that the speed of travel of plunger 62 be increased at the lower end of its stroke. To accomplish this I form on arm 19, a projection 92 with which the cam engages at the end of the stroke to cause such increase in speed.

Formed in part 20 of the cylinder head is a secondary air chamber 92 (Figure 5) communicating with the main combustion chamber 49 through a port 93 which may be opened or closed by a conical plug valve 94. This valve is carried by a stem 95 extending up through a sleeve 96. On the upper end of the stem is a block 91 between which and the end of the sleeve a coil spring 98 is interposed to maintain the surfaces of the valve in close contact. On the block is a laterally projecting pin 99 which engages with a vertical slot in a U-shaped member I08. This member is carried on a control lever IIlI sliding in a guide I92. When the engine is being started, lever I8I, which extends to the exterior of the housing, is moved into position to close the valve, thus securing the maximum compression in the main combustion chamber. After running condition is attained, lever IIlI is moved to open the valve and place the secondary air chamber in communication with the main combustion cham ber which will appreciably reduce the compression in the latter.

The operation of my engine is briefly as follows. Assuming the parts to be in the positions shown in Figure l, rotation of the crankshaft will cause cylinder I5 to move downwardly and piston I6 to move upwardly, thus closing the inlet and exhaust ports and compressing the air in chamber 49. During the downward stroke of cylinder I5, the movement of arm I9 on its pivot I8, resulting from its contact with cam 80, will cause plunger 62 to move downwardly with relation to the outer plunger and thus force fuel from chamber 65 through passage II to the nozzle from which it is discharged into the pre-combustion chamber. When the parts have assumed the position shown in Figure 2, the charge is fired. In starting the engine this is accomplished by coil 43. While current is supplied to the coil only at the upper end of the cylinder stroke, it will retain its temperature a sufiicient length of time to accomplish the desired result. After running condition is attained, current is discontinued from the coil as the engine will be fired from heat of compression alone as is usual with the Diesel type of engine. Starting of the engine is facilitated by the particular form of pre-combustion chamber employed. The tangential openings 5I cause the air entering the chamber through them from the main combustion chamber to have a whirling or turbulent motion which causes it to mix thoroughly with the fuel discharged from the nozzle. The air cell 52 surrounding the precombustion chamber not only insulates it to retain the heat therein but furnishes a reserve supply of air to be discharged into the main combustion chamber to-further the combustion of fuel therein.

The speed of the engine is controlled by movement of cam 69 to vary the stroke of plunger 62 relative to the outer plunger and consequently the amount of fuel forced out of chamber to the nozzle at each stroke. To limit the speed of the engine, the cam is mounted on the bellcrank lever so that after a predetermined speed is reached, the inertia of the parts will overcome the tension of springs 88 and permit the lever 8 to move on its pivot to reduce the piston stroke. This result is further assisted by the use of the adjustable Weight 8! which exerts a damping eifect on the arm 19.

While the fuel may be fed to the pump by gravity, the outer plunger 54 will act as the piston of a low pressure pump to raise the fuel rom a lower level. The double plunger construction, therefore, functions as a combined low and high pressure pump. The excess fuel drawn in by the low pressure pump is returned to the fuel supply and the amount of pressure therein is regulated by the usual pressure valve.

Having fully described my invention, What I claim as new and desire to secure by Letters: Patent of the United States is:

1. An internal combustion engine comprising cooperating piston and cylinder elements each of which reciprocates, a fuel injecting nozzle carried by and movable with one of said elements,

a fuel injecting plunger actuated by the movement of said element, and means for adjusting the stroke of said plunger, said means comprising an actuating element adjustable during operation of the engine.

2. An internal combustion engine comprising cooperating piston and cylinder elements each of which reciprocates, a fuel injecting nozzle carried by and movable with one of said elements, a fuel injecting plunger actuated by the movement of said element, means for adjusting the stroke of said plunger, said means comprising an actuating element adjustable during operation of the engine, and means responsive to the engine speed in excess of a predetermined rate for automatically limiting the amount of fuel supplied to the engine.

3. An internal combustion engine comprising piston and cylinder elements each of which reciprocates, a fuel injection nozzle carried by and movable with one of said elements, fuel pumping means for the nozzle including a pair of plungers one sliding in the other, a pivoted arm carried by one plunger and bearing on the other, an adjustable element variably operating said arm, and a resiliently mounted support for said element.

4. An internal combustion engine comprising cooperating piston and cylinder elements each of which reciprocates, a fuel injecting nozzle carried by and movable with one of said elements, fuel pumping means for the nozzle including a pair of plungers one sliding in the other, a pivoted arm carried by the outer plunger and bearing on the inner plunger, an adjustable actuating element variably operating said arm, and a resiliently mounted support for said element.

5. An internal combustion engine comprising piston and cylinder elements each of which reciprocates, a fuel injection nozzle carried by and movable with one of said elements, fuel pumping means for the nozzle including a pair of plungers one sliding in the other, a pivoted arm carried by one plunger and bearing on the other, a Weight adjustably mounted on said arm, and an adjustable actuating element variably operating said arm.

6. An internal combustion engine comprising cooperating piston and cylinder elements each of which reciprocates, a fuel injecting nozzle carried by and movable with one of said elements, fuel pumping means for the nozzle including a pair of plungers one sliding in the other, a pivoted arm carried by the outer plunger and hearing on the inner plunger, a flexible bar on said arm, a weight carried by said bar, and an adjustable actuating element variably actuating said arm.

7. An internal combustion engine comprising cooperating piston and cylinder elements each of which reciprocates, a fuel injecting nozzle carried by one of said elements, said nozzle including a. plunger passing through a fixed head, and a guide for said plunger resiliently carried by the head to permit self alignment of the nozzle carrying part with a supporting member.

8. An internal combustion engine comprising cooperating piston and cylinder elements each of which reciprocates, a stationary cylinder in which said reciprocating cylinder moves, a fuel injecting nozzle carried by the movable cylinder,

said nozzle including a plunger passing through the head of the stationary cylinder, and a guide for the plunger resiliently carried by said head to permit self alignment of the stationary and reciprocating cylinders.

CHRISTIAN J. HUG. 

